CA1090751A - Exhaust boosted water heater for a vehicle powered by a stirling engine - Google Patents
Exhaust boosted water heater for a vehicle powered by a stirling engineInfo
- Publication number
- CA1090751A CA1090751A CA273,328A CA273328A CA1090751A CA 1090751 A CA1090751 A CA 1090751A CA 273328 A CA273328 A CA 273328A CA 1090751 A CA1090751 A CA 1090751A
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- CA
- Canada
- Prior art keywords
- heat
- exhaust
- gases
- passage
- fluid
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G1/00—Hot gas positive-displacement engine plants
- F02G1/04—Hot gas positive-displacement engine plants of closed-cycle type
- F02G1/043—Hot gas positive-displacement engine plants of closed-cycle type the engine being operated by expansion and contraction of a mass of working gas which is heated and cooled in one of a plurality of constantly communicating expansible chambers, e.g. Stirling cycle type engines
- F02G1/053—Component parts or details
- F02G1/055—Heaters or coolers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/025—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from both the cooling liquid and the exhaust gases of the propulsion plant
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
EXHAUST BOOSTED WATER HEATER FOR A
VEHICLE POWERED BY A STIRLING ENGINE
ABSTRACT OF THE DISCLOSURE
A heat conservation system for use in an automobile powered by a Stirling engine, is disclosed. Exhaust gases from the external heating circuit are exposed to a heat exchange for transferring thermal units to a coolant which subsequently rejects heat to a comfort air conditioning system associated with the vehicle passenger compartment. The exhaust gases are sequestered at different temperature levels for heat exchange use in different embodiments. Two different sequestered exhaust gas portions may be blended to generate an optimum exhaust gas temperature for maximizing the heat transfer characteristic to the coolant.
VEHICLE POWERED BY A STIRLING ENGINE
ABSTRACT OF THE DISCLOSURE
A heat conservation system for use in an automobile powered by a Stirling engine, is disclosed. Exhaust gases from the external heating circuit are exposed to a heat exchange for transferring thermal units to a coolant which subsequently rejects heat to a comfort air conditioning system associated with the vehicle passenger compartment. The exhaust gases are sequestered at different temperature levels for heat exchange use in different embodiments. Two different sequestered exhaust gas portions may be blended to generate an optimum exhaust gas temperature for maximizing the heat transfer characteristic to the coolant.
Description
~O~V751 The present invention is directed to heat conser-vation in a Stirling engine.
To employ a Stirling engine power plant in an automotive vehicle application, one noticeable change over conventional internal combustion engines becomes apparent.
The engine cooling water, employed to extract heat from the closed gas working system, must be regulated to a considerably lower temperature than that in today's internal combustion engine. Accordingly, the size and effectiveness of the radiator must be considerably increased to effect -such lower water temperature regulation. In addition, because of the continuous external combustion cycle of the Stirling engine, a large quantity of thermal units will be rejected to ambient conditions by the exhaust gases.
Because of diminishing fuel supplies, and the need to reduce the size of the Stirling engine when employed as an automo-tive power plant, the conservation of energy in the cooling circuit as well as in the external combustion circuit of the Stirling engine must be achieved.
If a vehicle passenger compartment were to be -~
heated by heater core connected to the normal water cooling circuit, in those instances where the controls for the heater core of the passenger compartment is not calling for heat, the heat normally in such cooling circuit will be radiated by the main radiator. This requires the main radiator to be sized considerably greater than needed in the situations where heat is called for in conditioning the air for the passenger compartment.
For purposes of heat conservation, it would be most beneficial if the high heat content rejected to atmosphere by the exhaust gases could be sequestered and , . . .
.. ; ' ' ' 10~)'7S~
put to use for purposes of heating a passeng~r compartment heating core in those instances where it is needed. One of the problems related to utilizing exhaust gas heat is the problem of efficiently promoting heat transfer between a heated gas and an enclosed fluid, such as air flow about a water tube. If the temperature of the heated gas is at an undesirably high temperature level, the efficiency of -imparting thermal units to the interior cooling water is retarded. Since the temperature of the exhaust gas is to some degree directly controlled by engine operation as opposed to separate operation, the ability to achieve a precise temperature at the gas-to-water heat exchange is difficult.
In accordance with the present invention, there ~
is provided in a vehicle having a passenger compartment -and a Stirling engine for powering the vehicle, the engine having a closed fluid system for transferring heat to promote engine work, the fluid system having a zone in which heat is extracted, a heat conservation assembly, comprising:
(a) a heat rejecting means for cooling the fluid system zone, the heat rejecting means having a fluid circuit, the fluid in the fluid circuit immediately downstream of the system zone being at an average temperature of 165F or less; (b) first and second radiators interposed in parallel in the fluid circuit, the first radiator being arranged to reject heat to-ambient conditions and the second radiator being arranged to reject heat to the passenger compartment;
(cl an open external heating circuit for imparting heat to the closed fluid system, the external heating circuit having an air intake passage and an exhaust passage with at least one portion of the exhaust passage divided into parallel paths;
-~ ~ 3 :1090751 (d) a heat regenerator disposed in the exhaust passage to transfer heat from gases in the exhaust passage to gases in the intake passage, the gas in the exhaust passage downstream of the heat regenerator being regulated to have a temperature in the range of 200 to 800F; ~e) a heat absorption means in the fluid circuit associated with the second radiator, the absorption means being disposed in one of the divided paths for transferring heat from the exhaust gases to the fluid circuit; and (f) control means effective to continu-ously sequester a portion of the exhaust gases subjected to ~ -the heat regenerator during engine operation and effective to continuously inject the exhaust gas portion into the one ~ .
path so as to be subjected to the heat absorption means. ~:
By utilizing the heat conservation assembly of : ~
this invention, the heat content of the exhaust gases is ~-sequestered in a regulated manner to control gas temperature surrounding a gas/water heat exchanger unit.
The invention is described further, by way of illustration, with reference to the accompanying drawings, wherein: . :
Figure 1 is a schematic diagram of prior art showing the conventional fluid cooling circuit for an internal :
combustion engine, the circuit being deployed both for purposes of passenger compartment heating as well as rejection of the heat to ambient conditions by way of a radiator;
Figure 2 is a schematic layout for a heat extraction system for a Stirling-type engine employed in an automotive vehicle; a portion of the exhaust heat is deployed to assist heating the water directed to the passenger compartment heater core, the exhaust gas to cooling water heat exchange : .-.
taking place subsequent to heat extraction for regeneration;
.. .;
~,,",~,,.
. . .
Figure 3 is a schematic layout of a heat extraction system like Figures 1 or 2 showing a further improvement in the system wherein a control for modulating temperature of the sequestered exhaust gas used to add heat units to the fluid flowing to the heater core; and Figure 4 is a circuit diagram for the external heating circuit of a Stirling-type engine, showing still -another mode whereby oert~in heat units of the exhaust gas may be deployed for purposes of heating a fluid cooling circuit.
Turning first to Figure l, there is shown a prior - art heat rejection system for an internal combustion engine utilized in a typical vehicle. The internal combustion circuit ll for the engine lO, inducts a specific quantity of air from the surrounding ambient and to which appropriate fuel is added at 9 and internally combusted, the resulting gases are exhausted through passage 8.
The cooling system 13 for the engine head and block circulates water from pump 21 through passages 22 in -the engine and thence through two different parallel paths of the circuit, path 14 having therein a heater core 15 across which air is delivered by way of fan 16 to the passenger compartment of the vehicle. Path 17 delivers a larger quantity of water to a radiator 18 exposed to ram air at the front end of the vehicle or supplementary air driven by fan l9. The amount of cooling water circulated through either one of the branches 14 and 17 is regulated by thermostat 7 which can effect a shunt of cooling water - across passage 20 to by-pass the radiator 18 or heater core 15. Thermal units are lost in the rejection of exhaust gases; thermal units lost through the cooling system are tolerable due to the higher temperature of the coolant at .
- 4a --- 10~30751 which it is regulated. However, the engine still remains deficient because the known apparatus required to carry out .:
the engine and vehicle thermal activities do not assist each other conserve heat units and provide weight savings.
In Figure 2, an elementary mode of conserving heat units according to this invention is illustrated with reference to a - 4b -1 Stirling engine automotive application. An external heating
To employ a Stirling engine power plant in an automotive vehicle application, one noticeable change over conventional internal combustion engines becomes apparent.
The engine cooling water, employed to extract heat from the closed gas working system, must be regulated to a considerably lower temperature than that in today's internal combustion engine. Accordingly, the size and effectiveness of the radiator must be considerably increased to effect -such lower water temperature regulation. In addition, because of the continuous external combustion cycle of the Stirling engine, a large quantity of thermal units will be rejected to ambient conditions by the exhaust gases.
Because of diminishing fuel supplies, and the need to reduce the size of the Stirling engine when employed as an automo-tive power plant, the conservation of energy in the cooling circuit as well as in the external combustion circuit of the Stirling engine must be achieved.
If a vehicle passenger compartment were to be -~
heated by heater core connected to the normal water cooling circuit, in those instances where the controls for the heater core of the passenger compartment is not calling for heat, the heat normally in such cooling circuit will be radiated by the main radiator. This requires the main radiator to be sized considerably greater than needed in the situations where heat is called for in conditioning the air for the passenger compartment.
For purposes of heat conservation, it would be most beneficial if the high heat content rejected to atmosphere by the exhaust gases could be sequestered and , . . .
.. ; ' ' ' 10~)'7S~
put to use for purposes of heating a passeng~r compartment heating core in those instances where it is needed. One of the problems related to utilizing exhaust gas heat is the problem of efficiently promoting heat transfer between a heated gas and an enclosed fluid, such as air flow about a water tube. If the temperature of the heated gas is at an undesirably high temperature level, the efficiency of -imparting thermal units to the interior cooling water is retarded. Since the temperature of the exhaust gas is to some degree directly controlled by engine operation as opposed to separate operation, the ability to achieve a precise temperature at the gas-to-water heat exchange is difficult.
In accordance with the present invention, there ~
is provided in a vehicle having a passenger compartment -and a Stirling engine for powering the vehicle, the engine having a closed fluid system for transferring heat to promote engine work, the fluid system having a zone in which heat is extracted, a heat conservation assembly, comprising:
(a) a heat rejecting means for cooling the fluid system zone, the heat rejecting means having a fluid circuit, the fluid in the fluid circuit immediately downstream of the system zone being at an average temperature of 165F or less; (b) first and second radiators interposed in parallel in the fluid circuit, the first radiator being arranged to reject heat to-ambient conditions and the second radiator being arranged to reject heat to the passenger compartment;
(cl an open external heating circuit for imparting heat to the closed fluid system, the external heating circuit having an air intake passage and an exhaust passage with at least one portion of the exhaust passage divided into parallel paths;
-~ ~ 3 :1090751 (d) a heat regenerator disposed in the exhaust passage to transfer heat from gases in the exhaust passage to gases in the intake passage, the gas in the exhaust passage downstream of the heat regenerator being regulated to have a temperature in the range of 200 to 800F; ~e) a heat absorption means in the fluid circuit associated with the second radiator, the absorption means being disposed in one of the divided paths for transferring heat from the exhaust gases to the fluid circuit; and (f) control means effective to continu-ously sequester a portion of the exhaust gases subjected to ~ -the heat regenerator during engine operation and effective to continuously inject the exhaust gas portion into the one ~ .
path so as to be subjected to the heat absorption means. ~:
By utilizing the heat conservation assembly of : ~
this invention, the heat content of the exhaust gases is ~-sequestered in a regulated manner to control gas temperature surrounding a gas/water heat exchanger unit.
The invention is described further, by way of illustration, with reference to the accompanying drawings, wherein: . :
Figure 1 is a schematic diagram of prior art showing the conventional fluid cooling circuit for an internal :
combustion engine, the circuit being deployed both for purposes of passenger compartment heating as well as rejection of the heat to ambient conditions by way of a radiator;
Figure 2 is a schematic layout for a heat extraction system for a Stirling-type engine employed in an automotive vehicle; a portion of the exhaust heat is deployed to assist heating the water directed to the passenger compartment heater core, the exhaust gas to cooling water heat exchange : .-.
taking place subsequent to heat extraction for regeneration;
.. .;
~,,",~,,.
. . .
Figure 3 is a schematic layout of a heat extraction system like Figures 1 or 2 showing a further improvement in the system wherein a control for modulating temperature of the sequestered exhaust gas used to add heat units to the fluid flowing to the heater core; and Figure 4 is a circuit diagram for the external heating circuit of a Stirling-type engine, showing still -another mode whereby oert~in heat units of the exhaust gas may be deployed for purposes of heating a fluid cooling circuit.
Turning first to Figure l, there is shown a prior - art heat rejection system for an internal combustion engine utilized in a typical vehicle. The internal combustion circuit ll for the engine lO, inducts a specific quantity of air from the surrounding ambient and to which appropriate fuel is added at 9 and internally combusted, the resulting gases are exhausted through passage 8.
The cooling system 13 for the engine head and block circulates water from pump 21 through passages 22 in -the engine and thence through two different parallel paths of the circuit, path 14 having therein a heater core 15 across which air is delivered by way of fan 16 to the passenger compartment of the vehicle. Path 17 delivers a larger quantity of water to a radiator 18 exposed to ram air at the front end of the vehicle or supplementary air driven by fan l9. The amount of cooling water circulated through either one of the branches 14 and 17 is regulated by thermostat 7 which can effect a shunt of cooling water - across passage 20 to by-pass the radiator 18 or heater core 15. Thermal units are lost in the rejection of exhaust gases; thermal units lost through the cooling system are tolerable due to the higher temperature of the coolant at .
- 4a --- 10~30751 which it is regulated. However, the engine still remains deficient because the known apparatus required to carry out .:
the engine and vehicle thermal activities do not assist each other conserve heat units and provide weight savings.
In Figure 2, an elementary mode of conserving heat units according to this invention is illustrated with reference to a - 4b -1 Stirling engine automotive application. An external heating
2 circuit 25 is employed having an intake passage 26 delivering
3 fresh air through a preheater wheel 27 to a burner unit 28
4 having a nozzle 29 for admitting fuel to support combustion.
Combusted gases are carried from the heating chamber 30 through 6 wheel 27 into an exhaust passage 31 having a portion thereof 7 split into parallel paths 32 and 33. The T,~heel 27 rotates so 8 that the same sector may be exposed to the exhaust gases passing 9 from the engine and to the fresh intake air.
The heat extraction system ~ for the engine has a 11 primary circuit 35 into which fluid is forced under power from 12 pump 36; fluid is carried to the cooling zone 37 of the engine 13 through a suitable heat absorbing matrix 38. The circuit 35 con-14 tinues along two separate and independent parallel paths 39 and 40; the path 40 comprises a fluid passage 41, a heat exchange 16 matrix 42, and a passage 43 leading to a heat rejecting core 44 17 disposed adjacent the vehicle passenger compartment. The parallel 18 path 40 is completed by a passage 45 connecting to the return 19 passage 46 by-passing radiator 47. The other path 39 comprises a passage 48 connected to radiator 47 (heat rejecting means 21 exposed to ambient temperature conditions) and returns back to the 22 pump 36 by return passage 46. Heat from the gases in exhaust 23 passage leg 32 is picked up by the fluid in the heat absorbing 24 matrix 42; the increased temperature of the fluid carried to heater core 44 is capable of radiating a greater amount of heat 26 for greater air comfort control.
27 Although the system of Figure 2 is capable of providing 28 heat conservation by utilizing exhaust gas heat units to heat 29 the passenger compartment, it is difficult to maintain a high efficiency for the system because the exhaust gases are exposed " 10~751 1 to the matrix 42 after having gone through the regenerator wheel 2 27 and thus are usually at a typically low temperature about 3 336F. This temperature level is not sufficientl~ hi~h enough 4 to create an optimum temperature differential across the thick-ness of tubing walls of matrix 42; one side of the tube wall 6 is exposed to a gas at 336F and the other side is ex~osed to 7 water at a temperature of about 165F or less.
8 It is possible to control the gas temperature to some 9 degree traversing the heat absorption matrix 42 b~ emplo~ing a by-pass valve assembly (see Figure 3) which directs ap~rox-11 imately 28% at most of flow through both of the parallel passages 12 51 or 52 and thereby approximates a temperature control condition 13 to maintain the gas temperature in passage 53 sufficiently high 14 to promote optimum heat exchange characteristics.
The preferred embodiment of Figure 3 has external heating 16 circuit 54 for the Stirling engine is comprised of an intake 17 passage 55 receiving air from an air blower (not shown), such 18 intake air being delivered through one sector of a preheating 19 or regenerating wheel 56 at zone 57. The air passing through the regenerator is warmed or heated so that upon mixture with -21 fuel and passage into the burner unit 58, it has increased 22 combustibility. Upon combustion, the gases of external circuit 23 pass from heating chamber 59 through a different sector 60 of 24 the regenerator 56 and thence either into exhaust passage 52 or shunt passage 51. The exhaust passage 52 splits into paraliel 26 branches 61 and 53; the branches re~oin again at a main outlet 27 passage 62. Thus there is 3 possible exhaust routes, one through 28 shunt passage 51 and branch 53, another through passage 52 and 29 branch 53 and still another through passage 52 and branch 61.
.
lO~t~751 1 The heat extraction system has an appropriate water 2 mixture pumped by pump 63 through a principal passage ~ to the 3 cooling zone 65 of the Stirling engine; the cooling water after 4 having absorbed sufficient heat from the cooling zone is then
Combusted gases are carried from the heating chamber 30 through 6 wheel 27 into an exhaust passage 31 having a portion thereof 7 split into parallel paths 32 and 33. The T,~heel 27 rotates so 8 that the same sector may be exposed to the exhaust gases passing 9 from the engine and to the fresh intake air.
The heat extraction system ~ for the engine has a 11 primary circuit 35 into which fluid is forced under power from 12 pump 36; fluid is carried to the cooling zone 37 of the engine 13 through a suitable heat absorbing matrix 38. The circuit 35 con-14 tinues along two separate and independent parallel paths 39 and 40; the path 40 comprises a fluid passage 41, a heat exchange 16 matrix 42, and a passage 43 leading to a heat rejecting core 44 17 disposed adjacent the vehicle passenger compartment. The parallel 18 path 40 is completed by a passage 45 connecting to the return 19 passage 46 by-passing radiator 47. The other path 39 comprises a passage 48 connected to radiator 47 (heat rejecting means 21 exposed to ambient temperature conditions) and returns back to the 22 pump 36 by return passage 46. Heat from the gases in exhaust 23 passage leg 32 is picked up by the fluid in the heat absorbing 24 matrix 42; the increased temperature of the fluid carried to heater core 44 is capable of radiating a greater amount of heat 26 for greater air comfort control.
27 Although the system of Figure 2 is capable of providing 28 heat conservation by utilizing exhaust gas heat units to heat 29 the passenger compartment, it is difficult to maintain a high efficiency for the system because the exhaust gases are exposed " 10~751 1 to the matrix 42 after having gone through the regenerator wheel 2 27 and thus are usually at a typically low temperature about 3 336F. This temperature level is not sufficientl~ hi~h enough 4 to create an optimum temperature differential across the thick-ness of tubing walls of matrix 42; one side of the tube wall 6 is exposed to a gas at 336F and the other side is ex~osed to 7 water at a temperature of about 165F or less.
8 It is possible to control the gas temperature to some 9 degree traversing the heat absorption matrix 42 b~ emplo~ing a by-pass valve assembly (see Figure 3) which directs ap~rox-11 imately 28% at most of flow through both of the parallel passages 12 51 or 52 and thereby approximates a temperature control condition 13 to maintain the gas temperature in passage 53 sufficiently high 14 to promote optimum heat exchange characteristics.
The preferred embodiment of Figure 3 has external heating 16 circuit 54 for the Stirling engine is comprised of an intake 17 passage 55 receiving air from an air blower (not shown), such 18 intake air being delivered through one sector of a preheating 19 or regenerating wheel 56 at zone 57. The air passing through the regenerator is warmed or heated so that upon mixture with -21 fuel and passage into the burner unit 58, it has increased 22 combustibility. Upon combustion, the gases of external circuit 23 pass from heating chamber 59 through a different sector 60 of 24 the regenerator 56 and thence either into exhaust passage 52 or shunt passage 51. The exhaust passage 52 splits into paraliel 26 branches 61 and 53; the branches re~oin again at a main outlet 27 passage 62. Thus there is 3 possible exhaust routes, one through 28 shunt passage 51 and branch 53, another through passage 52 and 29 branch 53 and still another through passage 52 and branch 61.
.
lO~t~751 1 The heat extraction system has an appropriate water 2 mixture pumped by pump 63 through a principal passage ~ to the 3 cooling zone 65 of the Stirling engine; the cooling water after 4 having absorbed sufficient heat from the cooling zone is then
5 delivered by way of a passage 66 which spreads into two parallel
6 circuit portions, one circuit portion is comprised of a passage
7 67 communicating with a passage 68 through a heat absorbing
8 matrix 69. Passage 68 connects with a heater core or heat
9 rejection means 70 disposed in the air comfort system for passenger compartment of the vehicle, air being driven across 11 such rejection means by a fan 71. The first circuit portion is 12 completed by a passage 72 connecting with return passage 73 13 slightly in advance of the pump 63.
14 The other circuit portion comprises a passage 74 communicating with a radiator 75 (the latter re~ecting heat to 16 ambient temperature conditions either by ram air or by auxiliary 17 air flow thereacross promoted by fan 76). The second circuit 18 portion is completed by said return passage 73. A temperature '`
19 responsive water by-pass valve 78 is employed to regulate the water flowing through the second circuit portion. Valve 78 can 21 by-pass the radiator 75 by shunting water to passage 79 which 22 connects directly with return passage 73, or allow water to con-~23 .tinue on through passage ~ to radiator 75.
24 The heat absorbing matrix or evaporator 69 is dis-posed diagonally across branch 53. The temperature and volume 26 of exhaust gases flowing through branch 53 is controlled by a 27 pair of flow directional valves ~ and ~ forming part of 28 assembly 50. The valves may be linked together at 82 for 29 coordinated actuation between their full~y seated positions or fully open positions and any intermediate position therebetween.
lO~V~51 1 Flow directional valve 81 controls exhaust gases which are 2 derived directly from the heating chamber without having passed 3 through the preheater wheel and therefore are of a considerably 4 higher temperature in the range of 1400-1900F. Flow directional valve 80 controls exhaust gases having passed through the 6 preheating wheel and are at a temperature level lowered to the 7 range of 200-500F. An intermediate temperature condition can 8 be, of course, achieved by blending proportions of each gas flow 9 by positioning valves 80 and 81 at some intermediate position to achieve an intermediate tem~erature preferably in the range 11 of 600F to 800F.
12 It has been proven that a cross flow heat exchanger 13 comprised of staggered flat tubes measuring 0.10 inches wide 14 by 0.737 inches long in cross section with a wall thickness of 0.010 inch, and using a cooling fluid consisting of water 16 and glycol within said tubing, and surrounded b~ copper fins 17 f 0.004 inch thick spaced at 11.32 fins per inch can provide 18 the desired or optimum heat transfer. The entire heat exchanger 19 matrix 69 measures approximately 4 in. x 4 in. x 12 in. with the exhaust gases flowing through the 4 x 4 opening and through the 21 12 inch length of multiple rows of staggered tubes. If the 22 gases enter the matrix at from 600F to 800F and the water enters 23 at about 165F, then the outgoing water temperature can be raised 24 to 190F foruse in the passenger compartment heater core.
Turning now to Figure 4, there is shown a modification 26 of the preferred embodiment wherein the external heat ng circuit 27 90 of the Stirling engine is comparably comprised of an intake 28 passage 91 leading to the fuel combusting section 92 thereof 29 and exhausted by way of a passage 93. A preheater or rotating wheel 94 may be employed to exchange heat between the exhaust 0~07Sl 1 gases and the incoming air, Ihe incomin~ air being driven by a 2 blower 95; intake air being derived from an intake ~assage 96.
3 The exhaust gases are, of course, delivered from the preheater 4 wheel by passage 97 to ambient temperature conditions. An E~R
passage 98 may be employed to siphon a predetermined portion of 6 the exhaust gases and return it to blend with the incoming air 7 in passage 96.
8 Exhaust gases are deployed somewhat differently in this 9 embodiment; they are sequestered in advance of having entered the preheater wheel by way of a passage 99, delivered to a heat 11 exchange coil 100, and returned to the exhaust gas passage 93 12 downstream of the preheater wheel 94. A suitable heat absorbing 13 matrix 101 forming part of the closed fluid cooling circuit 102 14 is employed. The degree of fluid flow permitted through the matrix 101 being controlled by a temperature responsive valve 16 103 which has temperature sensed in the fluid cooling circuit;
17 similarly a temperature responsive valve 104 controls the volume 18 of flow through passage 99 and coil 100.
19 In this application, the temperature of the exhaust gas passed through the heat exchange mechanism 100-101 will be of a 21 higher level than that of the embodiments of either Figure 2 22 or Figure 3. This may provide a disadvantage to some degree in 23 that at certain conditions of engine operation, the exposed 24 exhaust gas will have too high a temperature for optimum heat transfer to the cooling fluid.
14 The other circuit portion comprises a passage 74 communicating with a radiator 75 (the latter re~ecting heat to 16 ambient temperature conditions either by ram air or by auxiliary 17 air flow thereacross promoted by fan 76). The second circuit 18 portion is completed by said return passage 73. A temperature '`
19 responsive water by-pass valve 78 is employed to regulate the water flowing through the second circuit portion. Valve 78 can 21 by-pass the radiator 75 by shunting water to passage 79 which 22 connects directly with return passage 73, or allow water to con-~23 .tinue on through passage ~ to radiator 75.
24 The heat absorbing matrix or evaporator 69 is dis-posed diagonally across branch 53. The temperature and volume 26 of exhaust gases flowing through branch 53 is controlled by a 27 pair of flow directional valves ~ and ~ forming part of 28 assembly 50. The valves may be linked together at 82 for 29 coordinated actuation between their full~y seated positions or fully open positions and any intermediate position therebetween.
lO~V~51 1 Flow directional valve 81 controls exhaust gases which are 2 derived directly from the heating chamber without having passed 3 through the preheater wheel and therefore are of a considerably 4 higher temperature in the range of 1400-1900F. Flow directional valve 80 controls exhaust gases having passed through the 6 preheating wheel and are at a temperature level lowered to the 7 range of 200-500F. An intermediate temperature condition can 8 be, of course, achieved by blending proportions of each gas flow 9 by positioning valves 80 and 81 at some intermediate position to achieve an intermediate tem~erature preferably in the range 11 of 600F to 800F.
12 It has been proven that a cross flow heat exchanger 13 comprised of staggered flat tubes measuring 0.10 inches wide 14 by 0.737 inches long in cross section with a wall thickness of 0.010 inch, and using a cooling fluid consisting of water 16 and glycol within said tubing, and surrounded b~ copper fins 17 f 0.004 inch thick spaced at 11.32 fins per inch can provide 18 the desired or optimum heat transfer. The entire heat exchanger 19 matrix 69 measures approximately 4 in. x 4 in. x 12 in. with the exhaust gases flowing through the 4 x 4 opening and through the 21 12 inch length of multiple rows of staggered tubes. If the 22 gases enter the matrix at from 600F to 800F and the water enters 23 at about 165F, then the outgoing water temperature can be raised 24 to 190F foruse in the passenger compartment heater core.
Turning now to Figure 4, there is shown a modification 26 of the preferred embodiment wherein the external heat ng circuit 27 90 of the Stirling engine is comparably comprised of an intake 28 passage 91 leading to the fuel combusting section 92 thereof 29 and exhausted by way of a passage 93. A preheater or rotating wheel 94 may be employed to exchange heat between the exhaust 0~07Sl 1 gases and the incoming air, Ihe incomin~ air being driven by a 2 blower 95; intake air being derived from an intake ~assage 96.
3 The exhaust gases are, of course, delivered from the preheater 4 wheel by passage 97 to ambient temperature conditions. An E~R
passage 98 may be employed to siphon a predetermined portion of 6 the exhaust gases and return it to blend with the incoming air 7 in passage 96.
8 Exhaust gases are deployed somewhat differently in this 9 embodiment; they are sequestered in advance of having entered the preheater wheel by way of a passage 99, delivered to a heat 11 exchange coil 100, and returned to the exhaust gas passage 93 12 downstream of the preheater wheel 94. A suitable heat absorbing 13 matrix 101 forming part of the closed fluid cooling circuit 102 14 is employed. The degree of fluid flow permitted through the matrix 101 being controlled by a temperature responsive valve 16 103 which has temperature sensed in the fluid cooling circuit;
17 similarly a temperature responsive valve 104 controls the volume 18 of flow through passage 99 and coil 100.
19 In this application, the temperature of the exhaust gas passed through the heat exchange mechanism 100-101 will be of a 21 higher level than that of the embodiments of either Figure 2 22 or Figure 3. This may provide a disadvantage to some degree in 23 that at certain conditions of engine operation, the exposed 24 exhaust gas will have too high a temperature for optimum heat transfer to the cooling fluid.
Claims (5)
1. In a vehicle having a passenger compartment and a Stirling engine for powering said vehicle, said engine having a closed fluid system for transferring heat to promote engine work, said fluid system having a zone in which heat is extracted, a heat conservation assembly, comprising:
(a) a heat rejecting means for cooling said fluid system zone, said heat rejecting means having a fluid circuit, the fluid in said fluid circuit immediately down-stream of said system zone being at an average temperature of 165°F or less, (b) first and second radiators interposed in parallel in said fluid circuit, said first radiator being arranged to reject heat to ambient conditions and said second radiator being arranged to reject heat to said passenger compartment, (c) an open external heating circuit for imparting heat to said closed fluid system, said external heating circuit having an air intake passage and an exhaust passage with at least one portion of said exhaust passage divided into parallel paths, (d) a heat regenerator disposed in said exhaust passage to transfer heat from gases in said exhaust passage to gases in said intake passage, the gas in said exhaust passage downstream of said heat regenerator being regulated to have a temperature in the range of 200° to 800°F, (e) a heat absorption means in said fluid circuit associated with said second radiator, said absorption means being disposed in one of said divided paths for transferring heat from said exhaust gases to said fluid circuit, and (f) control means effective to continuously sequester a portion of the exhaust gases subjected to the heat regenerator during engine operation and effective to continuously inject said exhaust gas portion into said one path so as to be subjected to said heat absorption means.
(a) a heat rejecting means for cooling said fluid system zone, said heat rejecting means having a fluid circuit, the fluid in said fluid circuit immediately down-stream of said system zone being at an average temperature of 165°F or less, (b) first and second radiators interposed in parallel in said fluid circuit, said first radiator being arranged to reject heat to ambient conditions and said second radiator being arranged to reject heat to said passenger compartment, (c) an open external heating circuit for imparting heat to said closed fluid system, said external heating circuit having an air intake passage and an exhaust passage with at least one portion of said exhaust passage divided into parallel paths, (d) a heat regenerator disposed in said exhaust passage to transfer heat from gases in said exhaust passage to gases in said intake passage, the gas in said exhaust passage downstream of said heat regenerator being regulated to have a temperature in the range of 200° to 800°F, (e) a heat absorption means in said fluid circuit associated with said second radiator, said absorption means being disposed in one of said divided paths for transferring heat from said exhaust gases to said fluid circuit, and (f) control means effective to continuously sequester a portion of the exhaust gases subjected to the heat regenerator during engine operation and effective to continuously inject said exhaust gas portion into said one path so as to be subjected to said heat absorption means.
2. A heat conservation assembly as in claim 1, in which said heat regenerator is disposed in one of said paths of said exhaust passages to transfer heat from gases in said one path of said exhaust passage to air in said intake passage, and said heat absorption means being disposed in the other of said paths for transferring heat from said exhaust gases to said fluid circuit, and said control means being effective to sequester a portion of the exhaust gases subjected to the heat regenerator and effective to inject said exhaust gas one portion into the exhaust gases to be subjected to said absorption means.
3. A heat conservation assembly as in claim 1, in which said control means includes a shunt passage connecting one path at a point downstream of said regenerator with the other of said paths at a point upstream of said heat absorption means, said control means further comprising at least two flow directional valves effective to control the amount of exhaust gases taken from said one path and blended with the gases in said other path.
4. A heat conservation assembly as in claim 1, in which said control means is effective to sequester said exhaust gases in such a manner to maintain a temperature in the gases passing through said heat absorption means no greater than 600° to 800°F whereby heat absorption is maximized.
5. The heat conservation assembly as in claim 2, in which said control means for regulating a proportion of gases delivered or admitted through either of said paths is operated in accordance with engine exhaust gas tempera-ture to effect increased heat conservation.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US67911176A | 1976-04-22 | 1976-04-22 | |
| US679,111 | 1976-04-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1090751A true CA1090751A (en) | 1980-12-02 |
Family
ID=24725599
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA273,328A Expired CA1090751A (en) | 1976-04-22 | 1977-03-07 | Exhaust boosted water heater for a vehicle powered by a stirling engine |
Country Status (6)
| Country | Link |
|---|---|
| JP (1) | JPS52132248A (en) |
| CA (1) | CA1090751A (en) |
| DE (1) | DE2717395A1 (en) |
| GB (1) | GB1580965A (en) |
| NL (1) | NL7704314A (en) |
| SE (1) | SE7701757L (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19701094A1 (en) * | 1997-01-15 | 1998-07-16 | Behr Gmbh & Co | Booster heater for vehicle cold start using coolant system in IC engine |
| US6536207B1 (en) * | 2000-03-02 | 2003-03-25 | New Power Concepts Llc | Auxiliary power unit |
| DE10146346A1 (en) * | 2001-09-20 | 2003-04-10 | Behr Gmbh & Co | Coolant circuit |
| WO2007010301A1 (en) * | 2005-07-19 | 2007-01-25 | Ma Thomas Tsoi Hei | Egr dispensing system in ic engine |
| JP5527174B2 (en) * | 2010-11-24 | 2014-06-18 | トヨタ自動車株式会社 | Waste heat recovery system |
| CN105966232A (en) * | 2016-06-21 | 2016-09-28 | 长沙职业技术学院 | Automobile power system |
-
1977
- 1977-02-17 SE SE7701757A patent/SE7701757L/en unknown
- 1977-03-07 CA CA273,328A patent/CA1090751A/en not_active Expired
- 1977-04-05 GB GB14215/77A patent/GB1580965A/en not_active Expired
- 1977-04-18 JP JP4363877A patent/JPS52132248A/en active Granted
- 1977-04-20 NL NL7704314A patent/NL7704314A/en not_active Application Discontinuation
- 1977-04-20 DE DE19772717395 patent/DE2717395A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| NL7704314A (en) | 1977-10-25 |
| JPS56624B2 (en) | 1981-01-08 |
| JPS52132248A (en) | 1977-11-05 |
| DE2717395A1 (en) | 1977-11-10 |
| GB1580965A (en) | 1980-12-10 |
| SE7701757L (en) | 1977-10-23 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |